Recently, Sustainable engineering has become a necessity due to the limited availability of virgin materials, environmental concerns, and the lack of economic resources. According to the United Nations, "Sustainable engineering is the process of using resources in a way that does not compromise the environment or deplete the materials for future generations." However, developing cost-efficient and long-term road infrastructure has always been a challenge. Therefore, novel solutions are required to extend the pavement life cycle and minimize raw materials utilization to overcome this challenge. This research focuses on integrating the waste material to produce rheological engineered asphalt mixtures as pavement material. This study utilized three wastes, which are Off-spec fly ash (OFA), Reclaimed Asphalt Pavement (RAP), and finally, a bio-oil extracted from Spent Coffee Ground (SCG). OFA is a viable source for recycling due to the quantities produced yearly and deposited in landfills. For many years fly ash has been effectively used as a partial replacement for Portland cement in producing different types of concrete, embankments, and soil stabilization. Most of the underutilized fly ash is Off-Spec. That was the motive behind adopting the OFA in this study. This study aims to investigate the fly ash's interaction with the asphalt binder as an additive rather than a filler. Few studies evaluated this hypothesis regarding fly ash as an additive. Moreover, this research's novelty comes as there is a lack of research evaluating the fly ash-asphalt physio-chemical interaction. RAP utilization in roads infrastructure became a current state of practice. Most state Departments of Transportation (DOTs) have been using RAP at a composition average of about 20% of the mix by mass. This study focuses on maximizing the utilization of the RAP content through using a bio-oil extracted from the SCG as a new promising rejuvenator. Spent coffee ground is not well recycled, and almost six million tons are sent to landfills every year. This waste was found to release methane into the atmosphere; methane is the second-most abundant greenhouse gas and has a global warming potential up to 86 times greater than CO2, which is highly harmful to the environment. In this study, the overreaching goal is to develop a green, innovative, and sustainable approach by recycling three different types of wastes (OFA, RAP, and SCGO) to achieve high-performance asphalt pavements. In addition, this study documents the science-based approach to successfully integrating these wastes as substitutes to the asphalt binder. Results show that some OFAs are associated with improved rheological performance, damage healing, and cracking resistance as an asphalt binder additive. The improvement is attributed to the level of interaction between the binder and the physical and chemical characteristics of the OFA. The use of rejuvenators further improved the aging resistance of the ash blends, suggesting high potential synergy, especially the proposed SCGO rejuvenator, which promotes utilizing it as a promising eco-friendly rejuvenator in the asphalt pavement industry. After engineering a product built by OFA and rejuvenators, these results have been validated by mixtures’ scale testing. 62% optimum RAP content is suggested to be utilized with an 11% dosage of the proposed SCGO rejuvenator as binder replacement. For the new engineered OFA/rejuvenators products, a 30% optimum RAP content is suggested to be used. Finally, Life Cycle Assessment (LCA) is conducted to evaluate the environmental potential of utilizing multi recycled materials in the Hot Mix Asphalt (HMA) industry. The results show a reduction in environmental impacts with RAP utilization and the new eco-friendly products (OFA and SCGO rejuvenator). Shifting HMA plant fuel to natural gas instead of Heavy Fuel Oil (HFO) offers considerable potential environmental benefits. Adopting the Ultrasonic Assisted-oil Extraction (UAE) as SCGO rejuvenator extraction method showed less energy and solvent consumption than the Soxhlet extraction, resulting in less environmental impacts. / Civil Engineering

Reuse of reclaimed asphalt pavement (RAP) in the full-depth recycling (FDR) process is a cost-effective and environmentally responsible method of asphalt pavement reconstruction. Although FDR has been used for several years in some locations, the effect of RAP on the mechanical properties of recycled base materials has not been well documented. The purpose of this research was to investigate the influence of RAP on the mechanical properties of recycled base materials typical of northern Utah. Two sources of RAP, two sources of base, and RAP contents of 0, 25, 50, 75, and 100 percent were utilized in a full-factorial experimental design with three replicates of each unique combination. Testing procedures consisted of material classifications, compaction tests, and evaluations of strength, stiffness, and moisture susceptibility of each material blend. The California bearing ratio (CBR) test was used to measure strength, the free-free resonant column test was used to measure stiffness, and the tube suction test (TST) was used to measure moisture susceptibility. Once all the testing was completed, a fixed effects analysis of variance (ANOVA) was performed on each of the test results, or dependent variables. The independent variables were RAP content, RAP type, and base type, together with all their interactions. Results of the ANOVA were used to quantify the effects of RAP on the mechanical properties of the base materials. The data indicate that CBR values decrease as RAP content increases, with the greatest percentage reduction occurring with the addition of 25 percent RAP. For stiffness testing at the optimum moisture content determined for each blend, the general trend was a decrease in stiffness from 0 percent RAP to 25 percent RAP, followed by a steady increase in stiffness as the RAP content was increased from 25 to 100 percent. Following a 72-hr drying period at 140ºF, however, the general trend reversed; an increase in stiffness occurred as the RAP content was increased from 0 to 25 percent, and a steady decrease in stiffness was observed for RAP contents above 25 percent. The TST data suggest that additions of 25 and 50 percent RAP actually increase the moisture susceptibility of the recycled material compared to the neat base, although the blended material tested in this study was classified as non-moisture-susceptible when the RAP content was 75 percent or higher. Because of the marked impact of RAP content on the mechanical properties of recycled base materials, engineers should accurately determine asphalt layer thicknesses prior to pavement reconstruction and carefully determine the optimum blending depth for each project. While asphalt milling or base overlays may be required in some locations to avoid excessively high RAP contents, reduced blending depths may be warranted in other areas to prevent the use of low RAP contents. In summary, while the use of RAP in the FDR process is environmentally responsible and offers potentially significant cost savings, thicker pavement base layers, base stabilization, or both may be required in many instances to ensure adequate long-term pavement performance.

A relatively new method used to reduce the amount of cement-treated base (CTB) shrinkage cracking is microcracking of the CTB shortly after construction. Three portable instruments used in this study for monitoring the microcracking process include the heavy Clegg impact soil tester (CIST), portable falling-weight deflectometer (PFWD), and soil stiffness gauge (SSG). The specific objectives of this research were 1) to evaluate the sensitivity of each of the three portable instruments to microcracking, and 2) to compare measurements of CTB stiffness reduction obtained using the three devices. The test locations included in this study were Redwood Drive and Dale Avenue in Salt Lake City, Utah; 300 South in Spanish Fork, Utah; and a private access road in Wyoming. Experimental testing in the field consisted of randomized stationing at each site; sampling the CTB immediately after the cement was mixed into the reclaimed base material; compacting specimens for laboratory testing; and testing the CTB immediately after construction, immediately before microcracking, immediately after each pass of the vibratory roller during the microcracking process, and, in some instances, three days after microcracking. Several linear regression analyses were performed after data were collected using the CIST, PFWD, and SSG during the microcracking process to meet the objectives of this research. Results from the statistical analyses designed to evaluate the sensitivity of each of the three portable instruments to microcracking indicate that the PFWD and SSG are sensitive to microcracking, while the CIST is insensitive to microcracking. Results from the statistical analyses designed to compare measurements of CTB stiffness reduction demonstrate that neither of the instrument correlations involving the CIST are statistically significant. Only the correlation between the PFWD and SSG was shown to be statistically significant. Given the results of this research, engineers and contractors should utilize the PFWD or SSG for monitoring microcracking of CTB layers. The heavy CIST is unsuitable for monitoring microcracking and should not be used. For deriving target CTB stiffness reductions measured using either the PFWD or SSG from specified targets measured using the other, engineers and contractors should utilize the correlation chart developed in this research.

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No description available.

This thesis investigates the application of In-Situ Recycling and provides guidelines for localities to aid in the selection of recycling methods, as well as documents a local government's experience with Cold In-Place Recycling. The recycling methods discussed in this study include Cold In-Place Recycling (CIR), Hot In-Place Recycling (HIR), and Full Depth Reclamation (FDR). These methods are performed onsite and in-place in a continuous process of milling, mixing, and placement. The In-Situ Recycling guidelines include suggestions based on: traffic characteristics, existing road condition, distress types, road access, local climate, road geometry, and other road characteristics. The guidelines are based on information from sources including NCHRP Synthesis 421, American Recycling and Reclamation Association (ARRA), FHWA, and state agencies with recycling experience. This study also resulted in documenting obstacles that localities may face when in-situ recycling, as well as the impact of limited experience with recycling. The study also evaluated the construction of Cold In-Place Recycled pavement sections in Christiansburg, VA, using Falling Weight Deflectometer (FWD) and Ground Penetrating Radar (GPR). Additionally, using the FWD and GPR data, alternate recycled designs were proposed in addition to a cost comparison to a conventional design. / Master of Science

The incorporation of recycled asphalt pavements (RAP) in the production of new asphalt mixtures is a useful alternative to the use of virgin materials, leading to economic and environmental savings. Pavement recycling created a sustainable cycle of reuse of nonrenewable natural resources, reducing the demand for new mineral aggregate and binder. However, the addition of RAP, especially at higher percentages, increases the stiffness of the asphalt mixture, because of the high stiffness of the aged binder. High stiffness makes the asphalt mixtures more prone to fatigue cracking. In order to overcome such limitation and allow the incorporation of higher percentages of RAP, soften binders or rejuvenating agents are added to the mixture. The former act to reduce the high stiffness of the aged binder and the latter act to restore the aged binder properties to those required by the binder specifications. The shale oil residue is one of the most used rejuvenating agents in Brazil, and, according to the literature, its performance is comparable to other commercial rejuvenating agents, with the advantage of presenting higher rejuvenating potential, what is due to its higher aromaticity. The fatigue cracking process starts as micro cracks in the fine aggregate matrix (FAM) of the full asphalt mixture. One approach to investigate the fatigue process of the asphalt mixtures is based on the viscoelastic continuum damage theory (VECD), in which the process of micro cracking of a material can be represented by internal state variables associated with the reduction of the material integrity. In this study, tests on FAM samples were performed in order to evaluate the fatigue performance, and the results were analyzed by means of the VECD theory. The objective of this research was to evaluate the fatigue performance of FAMs produced with three RAP contents (20, 40 and 100%), two binders of different performance grades (PG 64-22 and PG 58-16), and the combination of new binder (PG 64-22) and rejuvenating agent (shale oil residue) at different binder/agent rates (100/0, 50/50 and 0/100). Out of the FAMs prepared with RAP, two presented fatigue performance superior to the control mixture (compounded with only new materials): the FAM prepared with 40% of RAP and PG 64-22 and the FAM prepared with 20% of RAP and PG 58-16. The shale oil residue did not play its role of rejuvenating the aged binder for most cases, probably because of the low diffusion rate of the material into the aged binder. / A incorporação de misturas asfálticas fresadas na produção de misturas asfálticas novas é uma alternativa útil à utilização de materiais novos, gerando benefícios econômicos e ambientais. A reciclagem de pavimentos criou um ciclo sustentável de reuso de recursos naturais não-renováveis, reduzindo a demanda por agregado mineral e asfalto novos. No entanto, a adição do material fresado, especialmente em proporções altas, provoca aumento na rigidez da mistura asfáltica, causado pela alta rigidez do asfalto envelhecido. Uma elevada rigidez pode tornar a mistura asfáltica mais propensa ao trincamento por fadiga. Para contornar tal desvantagem e permitir a adição de maiores quantidades de material fresado, asfaltos de baixa consistência e agentes de rejuvenescimento podem ser adicionados à mistura. Os asfaltos de baixa consistência atuam para reduzir a rigidez do asfalto envelhecido e os agentes de rejuvenescimento atuam para restaurar as propriedades originais do asfalto envelhecido, aproximando-as das exigidas pelas especificações para asfaltos virgens. O resíduo de óleo de xisto é um dos agentes rejuvenescedores mais utilizados no Brasil e, segundo a literatura, resulta em desempenho comparável ao desempenho de outros agentes rejuvenescedores comerciais, com a vantagem de apresentar maior poder de rejuvenescimento devido à sua maior aromaticidade. O processo de trincamento por fadiga principia nas microtrincas presentes na matriz de agregado fino (MAF) da mistura asfáltica. Uma abordagem para avaliar o comportamento à fadiga das misturas asfálticas é baseada na teoria do dano contínuo em meio viscoelástico, pela qual o processo de trincamento do material é representado por variáveis de estado interno associadas à redução na integridade do material. Neste estudo, ensaios em amostras de MAF foram feitos para caracterizar o desempenho à fadiga, e os dados foram analisados utilizando a teoria do dano contínuo em meio viscoelástico. O objetivo da pesquisa foi avaliar o desempenho à fadiga de MAFs produzidas com três proporções de material fresado (20, 40 e 100%), dois asfaltos com diferentes graus de desempenho (PG 64-22 e PG 58-16), e três combinações (100/0, 50/50, 0/100) de asfalto PG 64-22 e agente de rejuvenescimento (resíduo de óleo de xisto). Dentre as MAFs preparadas com material fresado, duas apresentaram desempenho à fadiga superior à mistura de controle (composta apenas com materiais novos): a MAF composta com 40% de material fresado e PG 64-22 e a MAF composta com 20% de material fresado e PG 58-16. O resíduo de óleo de xisto não atuou como rejuvenescedor do asfalto envelhecido, para a maioria dos casos avaliados, provavelmente devido à baixa taxa de difusão do material no asfalto envelhecido.

The incorporation of recycled asphalt pavements (RAP) in the production of new asphalt mixtures is a useful alternative to the use of virgin materials, leading to economic and environmental savings. Pavement recycling created a sustainable cycle of reuse of nonrenewable natural resources, reducing the demand for new mineral aggregate and binder. However, the addition of RAP, especially at higher percentages, increases the stiffness of the asphalt mixture, because of the high stiffness of the aged binder. High stiffness makes the asphalt mixtures more prone to fatigue cracking. In order to overcome such limitation and allow the incorporation of higher percentages of RAP, soften binders or rejuvenating agents are added to the mixture. The former act to reduce the high stiffness of the aged binder and the latter act to restore the aged binder properties to those required by the binder specifications. The shale oil residue is one of the most used rejuvenating agents in Brazil, and, according to the literature, its performance is comparable to other commercial rejuvenating agents, with the advantage of presenting higher rejuvenating potential, what is due to its higher aromaticity. The fatigue cracking process starts as micro cracks in the fine aggregate matrix (FAM) of the full asphalt mixture. One approach to investigate the fatigue process of the asphalt mixtures is based on the viscoelastic continuum damage theory (VECD), in which the process of micro cracking of a material can be represented by internal state variables associated with the reduction of the material integrity. In this study, tests on FAM samples were performed in order to evaluate the fatigue performance, and the results were analyzed by means of the VECD theory. The objective of this research was to evaluate the fatigue performance of FAMs produced with three RAP contents (20, 40 and 100%), two binders of different performance grades (PG 64-22 and PG 58-16), and the combination of new binder (PG 64-22) and rejuvenating agent (shale oil residue) at different binder/agent rates (100/0, 50/50 and 0/100). Out of the FAMs prepared with RAP, two presented fatigue performance superior to the control mixture (compounded with only new materials): the FAM prepared with 40% of RAP and PG 64-22 and the FAM prepared with 20% of RAP and PG 58-16. The shale oil residue did not play its role of rejuvenating the aged binder for most cases, probably because of the low diffusion rate of the material into the aged binder. / A incorporação de misturas asfálticas fresadas na produção de misturas asfálticas novas é uma alternativa útil à utilização de materiais novos, gerando benefícios econômicos e ambientais. A reciclagem de pavimentos criou um ciclo sustentável de reuso de recursos naturais não-renováveis, reduzindo a demanda por agregado mineral e asfalto novos. No entanto, a adição do material fresado, especialmente em proporções altas, provoca aumento na rigidez da mistura asfáltica, causado pela alta rigidez do asfalto envelhecido. Uma elevada rigidez pode tornar a mistura asfáltica mais propensa ao trincamento por fadiga. Para contornar tal desvantagem e permitir a adição de maiores quantidades de material fresado, asfaltos de baixa consistência e agentes de rejuvenescimento podem ser adicionados à mistura. Os asfaltos de baixa consistência atuam para reduzir a rigidez do asfalto envelhecido e os agentes de rejuvenescimento atuam para restaurar as propriedades originais do asfalto envelhecido, aproximando-as das exigidas pelas especificações para asfaltos virgens. O resíduo de óleo de xisto é um dos agentes rejuvenescedores mais utilizados no Brasil e, segundo a literatura, resulta em desempenho comparável ao desempenho de outros agentes rejuvenescedores comerciais, com a vantagem de apresentar maior poder de rejuvenescimento devido à sua maior aromaticidade. O processo de trincamento por fadiga principia nas microtrincas presentes na matriz de agregado fino (MAF) da mistura asfáltica. Uma abordagem para avaliar o comportamento à fadiga das misturas asfálticas é baseada na teoria do dano contínuo em meio viscoelástico, pela qual o processo de trincamento do material é representado por variáveis de estado interno associadas à redução na integridade do material. Neste estudo, ensaios em amostras de MAF foram feitos para caracterizar o desempenho à fadiga, e os dados foram analisados utilizando a teoria do dano contínuo em meio viscoelástico. O objetivo da pesquisa foi avaliar o desempenho à fadiga de MAFs produzidas com três proporções de material fresado (20, 40 e 100%), dois asfaltos com diferentes graus de desempenho (PG 64-22 e PG 58-16), e três combinações (100/0, 50/50, 0/100) de asfalto PG 64-22 e agente de rejuvenescimento (resíduo de óleo de xisto). Dentre as MAFs preparadas com material fresado, duas apresentaram desempenho à fadiga superior à mistura de controle (composta apenas com materiais novos): a MAF composta com 40% de material fresado e PG 64-22 e a MAF composta com 20% de material fresado e PG 58-16. O resíduo de óleo de xisto não atuou como rejuvenescedor do asfalto envelhecido, para a maioria dos casos avaliados, provavelmente devido à baixa taxa de difusão do material no asfalto envelhecido.

In the introduction of the Master’s thesis describes for obtaining and processing of reclaimed asphlalt. Major point of the thesis is design of asphalt mixtures with use of higher amount of RAP for asphalt binder course. Asphalt mixtures were designed with contents of 0%, 30%, 50% and 70% of RAP. On each asphalt mixtures were compared parameters set out by functional tests – resistence to permanent deformation and resistence to water.

At the beginning of the Master’s thesis the asphalt mixture of the type asphalt concrete and its basic properties are described. The main point of this work is to compare the functional properties of asphalt mixtures with the addition of higher amount of RAP and various rejuvenators used in the experimental section. From individual samples of asphalt mixtures taken during the laying, the control tests were carried out and the process of permanent deformation with the wheel tracking test was monitored. After that, using functional tests the properties of asphalt mixtures with conventional modified and unmodified asphalt bitumen enriched with the addition of declaring similar properties were compared.